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Aviation History
1998
1998 - 1843.PDF
AIR TRANSPORT may stretch the current Challenger 604 or develop a new large business jet; • "Dash 8-500" - Bombardier is looking at what technologies from the Dash 8-400 could be used to update the 37-seat -200 and 50-seat -300; • 90-seater - the company recognises the even tual requirement for a regional jet larger than 70 seats, but is unsure when, or how, to proceed; • CL-415 - a decision on whether to produce a second batch of amphibious waterbombers and what, if any, improvements to incorporate, is anticipated by year end. Bombardier, at least for the moment, appears to have ruled out new product developments in two market segments: the 30-seat regional jet and the entry-level business jet. The company has looked at the 35/37-seat regional jet mar ket, Brown reveals, but decided that a new air craft would be required "...which would make it very difficult to make money for ourselves or our customers". Similarlyjohn Lawson, president, sales, with Bombardier's Business Aircraft division, says replacing die entry-level Learjet 31A with a new aircraft "... has no great appeal. We would come in [to the market] late, with little scope for profit." The company would like to develop a derivative of its Learjet 45 some time in the future, but what, and when, depends on its plans for a new midsize business jet. NEW MIDSIZE Company officials are tight-lipped about the NMBJ, known inside Bombardier as the BD100. Lawson says only that die aircraft will be "...competitively positioned in cabin and price" against other so-called "super midsize" business jets, particularly the new Raytheon Hawker Horizon. Industry sources say Bombardier has set a target price of $ 12 million for a transcontinental-range - 5,500km (3,000nm) business jet with a cabin cross-sec tion close to that of the $ 14.6 million, 6,100km- range Horizon. The target price, plus Bombardier's need to contain its product-development expenses, explains why the company is looking to risk- sharing partners to supply most of the new air craft. Industry sources say the NMBJ is to be assembled at Learjet, a decision president Mac Beatson confirms indirectly when he says die company is ending Space Shuttle work for Lockheed Martin ".. .because we need the room to assemble larger aircraft". Two engines have been considered to power the NMBJ,, the Pratt & Whitney Canada PW308 already under development for the Hawker Horizon and AlliedSignaPs yet-to-be- launched AS900. Sources say one has been selected as die baseline powerplant for the air craft, but neither manufacturer will comment. The search for risk-sharing partners is well under way and local reports say Taiwan's Aerospace Industrial Development plans to raise some $130 million to take a 10% stake in the programme, possibly building fuselage sec- Success story: orders and options for the 50-seat Canadair Regional Jet exceed 500 aircraft Bombardier believes its two-pronged attack on the 10-seat regional market, developing both the Dash 8-400 high-speed turboprop (top) and CRJ-700 regional jet (bottom) will ultimately pay dividends tions for the aircraft. Existing risk-sharing part ner Mitsubishi Heavy Industries may be a can didate to produce the wing, but sources suggest the Japanese company could be too heavily committed supplying the Dash 8-400 fuselage and empennage and CRJ-700 aft fuselage to participate. Another possibility is that Canada's Avcorp, which is supplying the CRJ-700's empennage as risk-sharing partner, may seek a larger role on the NMBJ. With its role on the NMBJ restricted to inte gration, assembly and testing, Bombardier will have the engineering resources available to pur sue other projects. One could be a "Challenger 605". Lawson admits that the NMBJ could eat into the lower end of the Challenger market and, as a result, the 604 could be "moved upscale slightly". Options looked at include stretching the cabin and uprating the engines, he says, although studies are "very preliminary". Brown says Bombardier is trying to maintain a balance between the market segments it serves. In its 1997-8 financial year, regional air craft accounted for 38% of sales and business aircraft 35%. In the regional aircraft segment, the focus is on certificating first the Dash 8-400, then the CRJ-700. Steve Ridolfi, vice-president, marketing and aircraft programmes with the Regional Aircraft division, anticipates that, within a year, a deci sion will be made on which features of the Dash 8-400 will be incorporated into improved ver sions of the current -200 and -3 00. These could include the -400's integrated avionics and flat- panel displays. While Ridolfi believes any need for regional jets larger than 70 seats "is a long way away", the company continues to watch the market. Insid ers say the issue is whether to develop a 90- seater and risk it becoming an "orphan product" or develop a 95/115-seat family and risk com peting directly with Airbus and Boeing. • PLIGHT INTERNATIONAL 8 - 14 July 1998 41
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